stafford



H. R. STAFFORD.

xocomonvs EXHAUST PIPE.

APPLICATION FILED NOV. H. IEIIH.

Patented June 10, 1919.

2 SHEETS-*SHEET I -FIG-1- WITNESSES H. R. STAFFORD.

LOCOMOTIVE EXHAUST PlPE.

APPLICATION HLED NOV. ll. I918 1 306,444. Patented June 10, 1919.

2 SHEETS-SHEET I of New Jersey,

UNITED STATES PATENT oFFIoE.

HAL R. STAFFORD, OF PLAINFIELD, NEW JERSEY, ASSIGNGR OF ONETHIRD T0JO'HN E. MUHLFELD, 0F SCARSDADE, NEW YORK.

LOCOMOTIVE EDKHAUST-PIPE.

A iplic'iition flied Noveiriber 11, 151 8.

To ail whom it may mn'flern:

Be it known that I, H AL R. S'TAIP'FURD, of P-htinfiel'd, in the dualityof Union and State ave invented a csi-tain new and useful Impmvmneut inLocomotive Exhaust-Pipes, oi which ihiprovei'nhnt the f'nL lowing is a Seific'atibn.

My invnt on i'slates to loto'mhtiv oxhaust pi pas, of t h double nozzletyp, i. 0., those in Which ths exhaust stem f om two hu-ohiti'tivecylinders (lisuhai'g i to tho stack ihiiiug'h separate orifices ornozzles. This object of my invention is to provide an exhaust pipe ofsuch typo in which the ontraiiiing surface, through which, in operation, th exhaust steam acts u ion the gas's of bombustion, may belhati'iii 1y iudi'a'sd, and back pressure. upon the pistons of tiilocbl'niitiv be minilriizod, it being ell 'recoguizid that theefiicienby theizliaust'hhtst in a locomotivs smokehox is dependent,directly, upon the area of the snthailiiiigsurface of the at, and,invefsly, on the bank pr'essu'rb 5m ucBd on the pistons. Fut t'hei'objt-iots 01 my invention are to p'ro'i ido an exhaust pipe which Wiiljglresent as slight resistance as possible to the ow of the smoke boxgass, in apprhaching the entiain'in'g surfaces of the exhaust jet, andmeans foi' readily varying the area of the exhaust noz- 21s as may, fromtimo to time, ho. dsi'red.

The improvement amines is hereinafter fuily set fdrth.

Val-inns designs of xhaust no'z'zles have been piopdssd antiexpfiineiitd with, in Whiohth ehtfaihing 1113a of tho jet has beeninumas'e d by divi' ingit into anurnbi of smut? tream by means orbrid's. The inareassbf area is, how'vr, in sac no'zzls obtai'nd at theex iis bf miner-ease 0 batik pressure, it b jig obvious that anyobstiuhtihn in the form of a rib, bridge, or wall, induc s a bafflingefitit, which interfefs with the fries flow of steam and coriesponuingiyihci'as'e's ba'ck pf'ssuie.

The exhaust pi e of my inventio 1 pro n ts no dh stih'tfitidns {any kindto the iiow O the exhaust swam, t jet of steam, in passing through nopipe; merely changing its trans- Veise scti'on fori' t'at in v'hio itenters the skha'ust pipe horn the cyliii er saddlg, to dhe which Wiliresent as largest practicaHie area of entrainin surface to the gass 0f'btiftibustion.

Specification of Letters Patent.

Patented June 10, 19319. serial No. 26min.

in the zitcompanying drawings: F igiile 1 is a vditioal ti-aiisvhrselspti'on thiou'gh the smoke box and stack of a loc'oumuve engine,illiistiatingan a' plioatioh of my invention; Fig. 2, a vertioa centialsection, on an .giilarg'sd stai'o, thiiiugh tho exhaust. pij efFig. 3,asim ila i' sctioii, taken at a 1-1;; t angle to Fig. 9; Fig. 4, abutton] plan viw; Figs. 5, (1, and 7, horizontal sections, on the 11116511 a. '7) 7), and (r, respuctivo y, of Fig. 3; Fig. H, a top plan view;Fig. 9, a bottom plan viuw of an skhaust pipe having four exhauststuiiiii passagos; Fig. 10, a horizontal section through the same, oh aplane, corresponding with the line Z) I) oi Fig. 3; and Fig. ii, a in Jplan View of the same.

sterling first to Figs. 1 t0 8, inclusive, in the 'rac tici of myinvention I provide an exhaust pipe, the body, 1, of which is intograland is piovi'ded with an external iiang 1*, adjacent to its lower end,through which it is adapted to be secured to the. cylinder saddles, I X,of a locomotive engine, aboi'e the. exhaust passage, w :0 thereof. Thebody of the exhaust pipe is divided, throughout substantially its entirelength, by a vortical partition, 1 into two continuously ind pondehtexhaust steam passages, 2, 3, ea 1 of which conforms in transversesection, at its lowei' end, ti) tho adjoining exhaust asage, w, f thecylinder Saddle, with W ig it communicates, which passage is in thisinstanc', shown as of rectangular transverse section, but may be of any,other pie erred section. The top of the ezhaust pipe is evoid ofxt'e'lnal 01' internal piojections, and, by a coiiosponding pro rssii evariation of the tran verse setion ofth'e separating partition, the'transvefse Bastion of tw'o qxhaust steam passages, 2,3; is, shown by thesectional views, F 5, aana 7gi-adually change from that 0. their uses toEh 'at of two disc lfg oiifices or nozzles 2; 3", ocated at the top othe exhaust ipe, each of which nozz'les is in the form of nearly a halfannulus, to two novlzles being separated one from the other, by theflatportion of the partition, 1 As said partition does not lie in thepath of the cul rants of exhaust sluiam, it will be seen that it offersno dbstruc ion to its free flow throii the pass s, 2, 3, to the nozzles2 3, an therefore t at the're-is no increase oi? back pressure on theistoias.

The change of transverse section 0 the exhaust steam passages, from thatof their lower openings to that of the half annulus nozzles b which theyterminate at their upper en 5, is effected by variation of thetransverse section of the separating part1- tion, 1", which is widenedat bottom in one direction, to completely separate the exhaust steampassages and cylinder saddle passages, as shown in Fig. 2, and has anoutwardly coned or tapered spreader, 1, extending from said widenedportion to its upper end, said spreader forming the upper inner walls ofthe exhaust steam passages and nozzles.

As herein exemplified, each of the exhaust steam passages, 2, 3, istwisted or helically curved, from one side of the longitudinal centralplane of the exhaust pipe, at bottom, to the opposite side of saidplane, at top, this being efiected by correspondingly curving theseparating partition, 1". As a result of this curvature of the exhauststeam passage, the currents of exhaust steam which leave the cylinderpassages, parallel with the longitudinal central plane of the smoke box,are discharged thereinto, transversely to said plane, and to thedirection of traverse of the gases passing out of the boiler tubes, inwhich direction the exhaust steam acts more effectively to convey theminto the stack. The flow of the exhaust steam may, however, be conductedon substantially vertical lines if preferred.

It will be seen that by the change of transverse section of the exhauststeam passages from that of their receiving ends to that of theirdischarge nozzles, a material increase of entraining surface of theexhaust jets upon the gases of combustion is afforded, and that suchincrease is obtained Without involving increase of back pressure by theobstruction of bridges or projections. Further, the flow of the gases tothe stack, which takes place on both the inner and the outer sides ofthe half annulus exhaust nozzles, is unimpeded by any flanges or otherexterior projections on the exhaust pipe.

In order to enable the area of the nozzles, and consequentl the force ofthe exhaust blast, to be readily and conveniently varied as may, fromtime to time, be found necessary or desirable, a conical cap, 4, may beconnected detachably to the exhaust pipe by a bolt, 4, secured axiallyin the partition, 1", to which the cap is connected by a nut, 4". By theattachment of a cap of greater or less diameter, which can be readilyeffected, the area of the exhaust nozzles, 2 3", may be increased ordiminished as desired.

For the purpose of easing the flow of the gases of combustion to theexhaust nozzles, and eliminating the angle between the exhaust pipe andthe table plate, y, of the locomotive smoke box, a conical ring, 5, maybe fitted around the exhaust pipe, above the table plate, and bolted tothe latter, this construction enabling an effective joint to be madebetween the exhaust pipe and table plate.

Figs. 9 to 11, inclusive, illustrate a structural modification, suitablefor application in connection with cylinder saddles in which separatepassages are provided from the opposite ends of the cylinders to theexhaust pipe. For such applications, four exhaust steam passages, 2, 2,3, 3, are formed in the exhaust pipe, said passages terminating, attheir upper ends, in exhaust nozzles, 2, 2, 3, 3, each of which is asegment of an annulus (approximately one fourth) and being changed intransverse section, from their receiving to their discharge ends, as inthe construction first described. While the use of separate passagesfrom the opposite ends of the cylinders to the exhaust pipe is notcommon practice in locomotive construction, it is considered by me to beof advantage, as the separation of the currents of exhaust steam fromthe opposite ends of the cylinders, throughout their entire traverse tothe exhaust nozzles, will materially reduce the back pressure which isexerted in the operation of ordinary exhaust mechanisms. This reductionof back pressure is due to the fact that the traverse of the current ofsteam from each end of the cylinder to the discharge nozzle is eflectedWithout obstruction from, or interference by, that of the current fromthe opposite end, and without involving variation in the transversesectional area of the passage from the cylinder to the discharge nozzle,the efi'ect of which variation is to interrupt the uniform and unbrokenflow of the current of exhaust steam, with the result of causing anincrease of back pressure.

I claim as my invention and desire to secure by Letters Patent:

1. In a locomotive exhaust pipe, the combination of an integral tubularbody or casing, the top of which is of cylindrical sec tion and devoidof external projections; longitudinal partitions, dividing said bodyinto four continuously independent exhaust steam passages, each adaptedto register at bottom with the exhaust passage of one end only of alocomotive cylinder, and an integral outwardly coned central s reader,the spaces between the top of whic the sides of the partitions, and theouter walls of the exhaust steam passages form independent exhaustnozzles for the ends of two locomotive cylinders.

2. In a locomotive exhaust pipe, the comhination of an integral tubularbody or cas ing, the to. of which is of cylindrical section and evoid ofprojections; longitudinal partitions dividing said body intocontinuously independent exhaust steam passages, from bottom to top; andan integral outwardly coned central spreader, the spaces between theouter Walls of said exhaust steam passages and the partition andspreader being progressively varied in cross section from that of thelocomotive cylinder exhaust passages, at bottom, to segmental annularexhaust nozzles, at top.

3. In a locomotive exhaust pipe, the C0111- bination of a tubular bodyor casing; a heliially curved longitudinal partition, diriding said bodyinto continuously independent exhaust steam passages, each adapted toregister at bottom with a locomotive cylinder exhaust passage, and anintegral outwardly coned central spreader, the spaces between the top ofwhich, the sides of the partition, and the outer walls of the exhauststeam passages form independent exhaust nozzles.

l. In a locomotive exhaust pipe, the combination of a tubular body orcasing, helically curved longitudinal partitions, dividing said bodyinto four continuously independent exhaust steam passages, each adaptedto register, at bottom, with the exhaust passage of one end only of alocomotive cylinder, and an integral outwardly curved central spreader,the spaces between the top of which, the sides of the partitions, andthe outer walls of the exhaust steam passages lorm independent exhaustnozzles for the ends of two locomotive cylinders.

5. In a locomotive exhaust pipe, the combination of a tubular body orcasing; a helicaliy curved longitndinahpartition, dividing said bodyinto independent exhaust steam passages, each adapted to register atbottom with a locomotive cylinder exhaust passage; an integral outwardlyconed cen tral spreader, the spaces between the top of which, the sidesof the partition, and the outer walls of the exhaust steam passages formindependent exhaust nozzles; an inwardly and upwardly tapered cap, ofcircular section, fitting around the top oi the spreader; and a centralbolt, connecting said cap detachably to the spreader.

o. .In a locomotive exhaust appliance, the combination of an exhaustpipe of substan tially cylindrical form at its upper portion; ahorizontal smoke box table or separating plate through which saidexhaust pipe extends; and a ring fitting on said plate and around theexhaust pipe, and having its outer surface continuously upwardly andinwardly curved.

7. In a locomotive exhaust pipe, the combination of a tubular body orcasing, the top ol which is oi cylindrical section, and is devoid ofprojections; a longitudinal partition, dividing said body intoindependent exhaust steam passages, each extending from the bottom ofthe body of the pipe, at which it is adapted to register with alocomotive cylinder exhaust passage, to the top of said body; and anintegral outwardly coned central spreader, the spaces included betweenthe top of which, the wall of the body, and the sides oi thelongitudinal partition, 'lorm independent exhaust nozzles, each ofsegmental annular section.

HAL R. STAFFORD.

\Vitnesses NELLIE J. MeArnn, MARY CLARK.

Copies of this patent may be obtained for five cents each, by addressingthe Commissioner of Patents, Washington, D. C.

